Lexus UX 300e 2022 review

Lexus has tried to make a point with the UX 300e.

Most EVs look they’re from the future, even some of those based on internal-combustion models, but the UX 300e doesn’t.

Apparently, Lexus buyers just want EVs that look like traditional models, and the UX 300e is exactly that.

Yep, you’d be hard pressed to pick the difference between the UX 300e and any other UX variant, although there are some minor differences.

Up front, Lexus’ signature boomerang-style LED daytime running lights and ‘spindle’ grille are still there, although the latter features active shutters to improve aerodynamics – but you’d hardly ever notice them.

Around the side, the UX 300e’s sets of alloy wheels are unique – even though the 17s of the Luxury and 18s of the Sports Luxury look awfully familiar. And then there’s the ‘Electric’ lettering on the rear doors – in case you forgot what you signed up for.

At the rear, there’s the obligatory specific badging – and that’s it. The UX 300e still has those really cool 3D-style tail-lights, which are linked by a full-width light bar. Yep, it’s still the jacked-up hatchback (sorry, small SUV) many have come to know and love.

The UX 300e still has those really cool 3D-style tail-lights, which are linked by a full-width light bar (pictured: UX 300e Luxury).

Inside, the theme continues, with only the instrumentation appropriately tweaked to suit the UX 300’e powertrain. Otherwise, it’s the same UX experience, which is no bad thing as the array of premium materials used creates a special ambience.

But that also means the Lexus’ old multimedia system carries over with its dreaded 'Remote Touch' touchpad controller. It’s well documented, but this set-up is frustrating to use, so much so that Lexus has moved on from it with its touchscreen-equipped next-generation models.

The UX 300e’s 54.3kWh lithium-ion battery delivers a WLTP-certified driving range of 305km, which is more than 100km short of its segment’s average.

Of course, a larger battery option would cater to more buyers by offering a longer driving range, so time will tell if Lexus does, indeed, add one.

The UX 300e’s energy consumption on the combined-cycle test is, however, encouraging, at 15.0kWh/100km, but in my real-world testing – including some ‘spirited’ driving – I averaged a higher 16.9kWh/100km, which equates to 296km of driving range.

Needless to say, if you cover meaningful distances each week, you’ll be charging the UX 300e regularly.

Speaking of which, a 7kW AC charger with a Type 2 plug can fully charge the UX 300e’s battery in 6.5 hours, so overnight.

Good thing, then, that Lexus Australia will organise Jet Charge to install such a wallbox at the home of every UX 300e buyer and give them two cables as part of their purchase price.

Meanwhile, a 50kW DC fast charger with a less-common CHAdeMO plug can fully charge the UX 300e’s battery in 80 minutes.

And yes, Lexus Australia also throws in a three-year subscription to the largest public EV charging network in Australia, Chargefox, which is always a nice thing to have in your back pocket.

But if you need to travel long distances and don’t want to regularly stop to charge, Lexus Australia offers petrol- or hybrid-powered loan cars for four trips up to eight days in duration over the first three years of ownership, so at least you have that option, too.

Behind the wheel, the UX 300e is a real surprise packet.

Of course, being an all-electric vehicle, you’d expect it to have great acceleration, and it certainly does.

Off the line, the UX 300e is keen enough to be able to push its occupants into the backs of their seats, despite its relatively modest outputs.

Behind the wheel, the UX 300e is a real surprise packet (pictured: UX 300e Sport Luxury).

But what’s more impressive is its overtaking ability. Want to most past a slow-moving vehicle? Stick your boot in and it will charge towards the horizon with vigour, even when making a move at high speed.

And when you need to slow down, regenerative braking is there to charge the battery while on the move. Four modes are on offer and can be permanently engaged by shifting the gear selector to B, but even the most aggressive one isn’t aggressive enough for me.

Lift off the accelerator and deceleration is gradual to say the least. As you get closer to a stop, it feels keener, but it’s a relatively slow process to get there.

This, of course, means you really have to time your lift offs well to be able to ‘one pedal’ drive, but even then, you can only get to about 3.0km/h before the brake pedal and, therefore, friction brakes need to be engaged to come to a standstill.

What’s more impressive is it's overtaking ability (pictured: UX 300e Luxury).

I’m a big proponent of ‘one pedal’ driving, so it’d be nice to see Lexus off the option of a truly aggressive setting that is more capable than the UX 300e’s regenerative braking currently offers.

That said, you quickly forget about that as soon as you reach a winding road, as the UX 300e is a hoot through the corners.

Now, I shouldn’t be as surprised as I am, given it’s based on Toyota’s beloved TNGA platform, but it is really, really fun to drive in the twisty stuff.

Turn in sharply at speed and the UX 300e exhibits little to no body roll, likely helped by the underfloor placement of its battery, which helps to reduce its centre of gravity.

The ride is over a variety of surfaces (pictured: UX 300e Sport Luxury).

Speaking of the all-electric powertrain, its configuration means the UX 300e has a better weight distribution than any other UX variant, and you can really tell the difference.

Push a little too hard, though, and understeer can make itself known, but we are talking about a front-wheel drive vehicle, so that goes without saying.

The steering plays a big role in making the UX 300e so enjoyable, with it offering a – I’m about to say it again – surprising amount of feel. It’s also well weighted in the Normal drive mode, so don’t bother with Sport.

At the same time, though, the ride is still comfortable over a variety of surfaces. It does have a firm edge due to its stiffer springs, but that’s not close to being a deal breaker.

And having driven both the Luxury and Sports Luxury, it’s hard to pick the difference between the 17s of the former and 18s (with lower-profile rubber) of the latter.

Being an all-electric vehicle, the UX 300e’s noise levels are more of a consideration due to its lack of an internal-combustion engine whirring away in the background.

Pleasingly, very little wind noise manages to penetrate the cabin, but tyre and general road noise are heard a little too easily. Good thing, then, that the pumping 13-speaker Mark Levinson sound system can always be turned up.